Differential steering vectored propulsor and craft thereof

Abstract

This invention discloses a differential steering vector thruster and its navigation device. The vector thruster includes at least two thruster units, a vertical steering shaft, and a controller. Thruster units are located at both ends of the transverse shaft segment of the vertical steering shaft. An angle sensor is installed on the vertical steering shaft. When the thrust direction needs to be changed, the controller adjusts the speed difference between the thruster units at both ends of the transverse shaft segment based on the deviation between the target deflection angle and the current deflection angle, generating a steering torque around the longitudinal shaft segment until the current deflection angle reaches the target deflection angle, thus adjusting the speed of the thruster units at both ends of the transverse shaft segment to be equal. When the magnitude of the resultant thrust needs to be changed but the current thrust direction remains unchanged, the controller simultaneously increases or decreases the speed of the thruster units at both ends of the transverse shaft segment to maintain equal speeds. This invention can form a closed-loop vector control with differential drive and torque balance, significantly improving steering response speed and reliability.

Description

Technical Field

[0001] This invention relates to the field of ship propulsion technology, specifically to a differential steering vector propulsion system and its navigation device. Background Technology

[0002] The propulsion system of ships and underwater vehicles is the core of their maneuverability. Existing propulsion solutions are mainly divided into two categories: one is the traditional propeller-rudder separation solution, and the other is the all-rotor propulsion solution developed in recent years.

[0003] The traditional propeller-rudder separation design is the most widely used propulsion method. In this design, the propeller provides axial thrust, while the rudder surfaces generate steering torque by deflecting water currents as the vessel moves forward. However, this design has inherent drawbacks: rudder effectiveness is heavily dependent on forward speed; at low speeds, hovering, or dynamic positioning, the rudder surfaces can barely generate effective steering torque, leading to a sharp decline in attitude control. Furthermore, the propulsion and steering systems are independent, increasing structural redundancy and fluid drag, and causing inherent delays in steering response. In addition, traditional propellers rely on a mechanical shaft system running through the hull to transmit power; shaft friction and sealing losses reduce propulsion efficiency, and shaft vibration generates additional noise.

[0004] To address the aforementioned issues, existing technologies have proposed an azimuth thruster solution. This solution uses a bevel gear transmission system to rotate the propeller 360° around its vertical axis, allowing direct changes in thrust direction without relying on rudder surfaces. Compared to traditional rudder surface solutions, azimuth thrusters significantly improve a ship's low-speed maneuverability, enabling special movements such as turning on the spot and lateral translation. However, azimuth thrusters still have the following drawbacks: First, this solution relies on complex bevel gear or worm gear transmission mechanisms for steering, resulting in complex structures, high manufacturing costs, and reduced long-term system reliability due to the complex transmission links. Second, steering response is limited by the dynamic characteristics of the mechanical transmission mechanism, still exhibiting a certain response delay. Third, friction and gear meshing in the transmission mechanism generate additional energy losses, reducing the overall efficiency of the propulsion system. Fourth, its steering motion relies on external drive devices (such as servo motors or hydraulic motors), increasing system size and maintenance complexity.

[0005] In addition, although the shaftless rim propulsion technology developed in recent years has eliminated the losses of traditional shaft systems, most products still adopt a fixed installation method, and the thrust direction cannot be adjusted independently. An additional azimuth device or control surface is required to achieve directional control. A few steerable shaftless thrusters still rely on an independent steering mechanism to change the thrust direction.

[0006] As unmanned ships, unmanned underwater vehicles and other equipment develop towards miniaturization and intelligence, the aforementioned azimuth thrusters that rely on external steering mechanisms are too large and slow to respond, making it difficult to meet the needs of unmanned equipment for space utilization and intelligent and rapid control.

[0007] In summary, current propulsion technologies still rely on external mechanical transmission mechanisms or control surfaces for steering, failing to achieve a fundamental integration of propulsion and steering functions. An ideal technical solution would be one where the thruster itself generates steering torque, eliminating the need for any independent steering drive mechanism or control surfaces. The thrust direction could be directly changed simply by adjusting the differences in driving forces among the various drive units within the thruster, thus achieving a minimalist, rapid-response, and omnidirectionally controllable vector propulsion. However, no mature technical solution currently exists to realize this concept. Summary of the Invention

[0008] To overcome the shortcomings of existing propulsion schemes, such as structural complexity, slow response, poor low-speed maneuverability, and low system reliability caused by reliance on control surfaces or external mechanical steering mechanisms, this invention provides a differential steering vector thruster and its navigation device. This invention directly generates a steering torque around the steering axis by controlling the speed difference between each thruster unit, thereby achieving vector adjustment of the thrust direction. It eliminates the need for any independent control surfaces, bevel gears, worm gears, or hydraulic motors or other external steering mechanisms. The propulsion and steering functions are entirely accomplished by the differential drive of the thruster unit itself. The controller adjusts the speed ratio of each thruster unit according to the deviation between the target direction and the current direction, and under the action of differential torque, it quickly and accurately deflects to the target angle, forming a closed-loop vector control with differential drive and torque balance. The structure is simpler, the response is faster, the reliability is higher, and the energy loss is lower.

[0009] To achieve the above objectives, the present invention adopts the following technical solution:

[0010] The present invention provides a differential steering vector thruster, comprising: at least two thruster units, a vertical steering shaft, and a controller;

[0011] The vertical steering shaft is formed by the intersection of a transverse shaft segment and a longitudinal shaft segment. The two ends of the transverse shaft segment are respectively equipped with thruster units, and the free end of the longitudinal shaft segment is used to connect with the navigation device.

[0012] The vertical steering shaft is equipped with an angle sensor to detect the current deflection angle of the vertical steering shaft in real time;

[0013] The controller is connected to each thruster unit;

[0014] When it is necessary to change the thrust direction, the controller obtains the current deflection angle through the angle sensor, calculates the deviation between the target deflection angle and the current deflection angle, adjusts the rotation speed of the thruster units at both ends of the transverse shaft section of the vertical steering shaft to create a speed difference between the two ends, generate a steering torque around the longitudinal shaft section of the vertical steering shaft, drive the vertical steering shaft together with the thruster units to deflect as a whole. When the current deflection angle is stable at the target deflection angle, the controller adjusts the rotation speed of the thruster units at both ends of the transverse shaft section to be equal, so that the steering torque around the longitudinal shaft section is reduced to zero, and the thrust direction is locked at the target angle.

[0015] When it is necessary to change the magnitude of the resultant thrust while keeping the current thrust direction unchanged, the controller synchronously increases or decreases the rotational speed of the thruster units at both ends of the transverse shaft segment, and controls the speed difference of the thruster units at both ends of the transverse shaft segment based on the deflection angle feedback from the angle sensor in real time, thereby controlling the thrust direction and locking the thrust direction at the target angle during the process of changing the magnitude of the resultant thrust.

[0016] As a preferred technical solution, the free end of the longitudinal shaft segment of the vertical steering shaft is provided with a first bearing and a second bearing, and the free end is connected to the navigation device through the first bearing and the second bearing.

[0017] As a preferred technical solution, the free end of the longitudinal shaft section of the vertical steering shaft is provided with an elastic retaining ring for limiting its axial movement degree of freedom.

[0018] As a preferred technical solution, the propulsion unit adopts a shaftless rim propulsion system.

[0019] As a preferred technical solution, the vertical steering shaft is a T-shaped vertical steering shaft, which is formed by the intersection of a transverse shaft segment and a longitudinal shaft segment in a T-shape.

[0020] As a preferred technical solution, an I-shaped lateral steering shaft is also provided, which passes through the lateral shaft section of the vertical steering shaft.

[0021] As a preferred technical solution, the I-shaped transverse steering shaft is provided with a horizontal transverse shaft, and the transverse shaft section of the vertical steering shaft is provided with a horizontal shaft hole. The horizontal transverse shaft of the I-shaped transverse steering shaft passes through the horizontal shaft hole and is movably connected to the transverse shaft section of the vertical steering shaft through a bearing, so that the I-shaped transverse steering shaft rotates around the horizontal transverse shaft.

[0022] As a preferred technical solution, the I-shaped lateral steering shaft is equipped with an angle sensor for real-time detection of the current thrust direction angle around the lateral shaft segment.

[0023] As a preferred technical solution, each end of the I-shaped lateral steering shaft is provided with a thruster unit, and the controller is connected to the thruster unit at the end of the I-shaped lateral steering shaft respectively.

[0024] When it is necessary to change the thrust direction, the controller acquires the current thrust direction angle detected by the angle sensor. Based on the deviation between the required thrust direction angle and the current thrust direction angle, it dynamically adjusts the rotational speed ratio of each thruster unit to generate rotational torque in the longitudinal and lateral axis segments around the vertical steering axis, causing the thruster unit to deflect. During the deflection process, the controller adjusts the rotational speed ratio of each thruster unit according to the current deflection angle fed back by the angle sensor in real time. When the thrust direction angle stabilizes at the required thrust direction angle, the controller adjusts the rotational speed of each thruster unit to make the resultant torque in the longitudinal and lateral axis segments around the vertical steering axis zero, and the thruster unit stops deflecting, locking the thrust direction at the target angle.

[0025] Specifically, if it is necessary to change the thrust direction angle of the longitudinal segment around the vertical steering axis, a speed difference is generated on both sides of the transverse segment of the vertical steering axis, forming a steering torque around the longitudinal segment, driving the entire vertical steering axis to deflect; if it is necessary to change the thrust direction angle around the transverse segment, a speed difference is generated on the upper and lower sides of the I-shaped transverse steering axis, forming a steering torque around the transverse segment, driving the entire I-shaped transverse steering axis to deflect; when it is necessary to change the angles in both directions simultaneously, the two sets of speed differences are applied simultaneously, driving the vertical steering axis and the I-shaped transverse steering axis to deflect in combination.

[0026] When it is necessary to change the magnitude of the resultant thrust while keeping the current thrust direction unchanged, the controller synchronously increases or decreases the rotational speed of each thruster unit, and controls the rotational speed ratio of each unit in a closed loop based on the real-time feedback from the angle sensor, thereby controlling the thrust direction and locking the thrust direction at the target angle during the process of changing the thrust magnitude.

[0027] The present invention also provides a navigation device having a plurality of the above-mentioned differential steering vector thrusters;

[0028] Each differential steering vector thruster is symmetrically arranged on the outside of the navigation device, and the controller is connected to each differential steering vector thruster;

[0029] The controller calculates the target thrust vector value of each differential steering vector thruster according to the required six-degree-of-freedom motion command, including the required thrust direction angle and thrust magnitude, and controls each differential steering vector thruster to generate a thrust vector in a preset direction.

[0030] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0031] (1) This invention completely eliminates independent steering mechanisms such as rudder surfaces, rudders, bevel gears, and worm gears. It directly generates steering torque through the speed difference between each propeller unit. The propulsion and steering functions are completed by the differential drive of the propeller unit itself. The controller adjusts the speed ratio of each propeller unit according to the deviation between the target direction and the current direction. Under the action of differential torque, it deflects quickly and accurately to the target angle, forming a closed-loop vector control of differential drive and torque balance. Compared with the traditional propeller and rudder scheme, this invention does not rely on the sailing speed to generate rudder effect. It can still turn quickly and accurately in low-speed, hovering or dynamic positioning conditions. Compared with the azimuth thruster scheme, this invention does not require a complex transmission mechanism, has a very simple structure, significantly reduces manufacturing and maintenance costs, and greatly improves steering response speed and reliability.

[0032] (2) By using the symmetrical layout (left and right arrangement or array arrangement) and differential control of each thruster unit, the present invention can generate steering torques around the vertical axis and around the horizontal axis respectively, and then synthesize thrust vectors in any direction in three-dimensional space to achieve omnidirectional vector control of pitch, yaw and compound angles, thus meeting the needs of complex trajectory navigation and multi-degree-of-freedom motion.

[0033] (3) The present invention adopts a closed-loop control strategy. The thrust direction is detected in real time by the angle sensor. The controller adjusts the speed ratio of each thruster unit according to the deviation, so that the thruster deflects to the target angle quickly and accurately under the action of differential torque. This differential drive and torque balance control method does not rely on complex thrust distribution algorithms. The control logic is simple, the response is fast, and the adjustment accuracy is high.

[0034] (4) Compared with the traditional fixed layout scheme of multiple thrusters (which relies on start-stop or forward and reverse rotation to change the thrust direction), the present invention achieves smooth vector steering through continuous speed difference adjustment. The thruster always operates within the rated working range, avoiding energy shock and fatigue loss caused by frequent start-stop and forward and reverse rotation, resulting in lower energy consumption and longer service life. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of the differential steering vector thruster in Example 1;

[0036] Figure 2 This is a schematic diagram of the differential steering vector thruster of Example 1 installed at the tail of the navigation device;

[0037] Figure 3 This is a cross-sectional view of the differential steering vector thruster of Example 2;

[0038] Figure 4 This is a schematic diagram of the thrust state of the differential steering vector thruster in Example 2;

[0039] Figure 5This is a schematic diagram of the overall structure of the navigation device in Example 3;

[0040] Figure 6 This is a front view of the navigation device in Example 3.

[0041] Among them, 1-propeller unit, 2-T-type vertical steering shaft, 31-first bearing, 32-second bearing, 33-third bearing, 4-shaft elastic retaining ring, 5-navigation device, 6-I-type lateral steering shaft, 7-navigation device body. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0043] Example 1

[0044] like Figure 1 , Figure 2 As shown, this embodiment provides a differential steering vector thruster, including: a thruster unit 1, a vertical steering shaft, a first bearing 31, a second bearing 32, a shaft elastic retaining ring 4, and a controller;

[0045] The vertical steering axis is formed by the intersection of a transverse axis segment and a longitudinal axis segment. The two ends of the transverse axis segment are connected to the thruster unit 1, and the free end of the longitudinal axis segment is used to connect to the navigation device 5. The controller is connected to each thruster unit 1.

[0046] This embodiment takes two propeller units as an example. The vertical steering shaft is preferably a T-shaped vertical steering shaft 2. The two propeller units 1 are symmetrically fixed to the lower two sides of the T-shaped vertical steering shaft 2 to form an integrated rigid structure. The upper end of the T-shaped vertical steering shaft 2 is connected to the tail of the navigation device 5 through the first bearing 31 and the second bearing 32, so that the T-shaped vertical steering shaft 2 can rotate freely relative to the navigation device 5. The shaft elastic retaining ring 4 is installed on the upper part of the T-shaped vertical steering shaft 2 to restrict its axial movement freedom.

[0047] In this embodiment, the thruster unit 1 is a shaftless rim thruster, and an angle sensor is provided on the T-shaped vertical steering shaft 2 to detect the current deflection angle of the T-shaped vertical steering shaft in real time.

[0048] When the thrust direction needs to be changed, the controller acquires the current deflection angle detected by the angle sensor in real time, and automatically adjusts the rotational speed of the thruster units at both ends of the transverse shaft of the T-shaped vertical steering shaft according to the deviation between the target deflection angle and the current deflection angle: increasing the rotational speed of one end of the thruster unit while decreasing the rotational speed of the other end of the thruster unit, so as to create a speed difference between the two ends; this speed difference generates a steering torque around the longitudinal shaft of the T-shaped vertical steering shaft, driving the T-shaped vertical steering shaft and the two thruster units to deflect as a whole; during the deflection process, the controller dynamically adjusts the speed difference according to the real-time feedback of the angle sensor, and uses a closed-loop control method to make the deflection angle gradually approach and finally stabilize precisely at the target deflection angle; when the current deflection angle fed back by the angle sensor stabilizes at the target deflection angle, the controller adjusts the rotational speed of the thruster units at both ends of the transverse shaft of the T-shaped vertical steering shaft to be equal, so that the steering torque is zero and the thrust direction is stably maintained at the target angle.

[0049] When it is necessary to change the magnitude of the thrust resultant force while keeping the current thrust direction unchanged, the controller synchronously increases or decreases the rotational speed of the thruster units at both ends of the transverse shaft section of the T-shaped vertical steering shaft, and controls the speed difference of the thruster units at both ends of the transverse shaft section in a closed loop based on the deflection angle feedback from the angle sensor in real time, so as to strictly control the thrust angle direction, thereby achieving precise stabilization of the thrust direction at the target angle during the process of changing the thrust magnitude.

[0050] Since the speed of the thruster units at both ends of the transverse shaft of the T-shaped vertical steering shaft increases or decreases synchronously, when there is no speed difference, the axial torque generated on the T-shaped vertical steering shaft is zero. Therefore, the thrust direction does not change, only the thrust magnitude increases or decreases as needed. This process is decoupled from the steering control: the speed difference determines the direction, and the absolute value of the speed determines the magnitude of the resultant force. The two are controlled independently and do not interfere with each other. This achieves dual-mode closed-loop control based on differential drive to generate torque, thereby completing deflection and balance locking, as well as synchronous speed regulation, magnitude adjustment, and direction holding, without the need for any independent servo motors or steering mechanisms.

[0051] In this embodiment, the number of thruster units is not limited to two; it can also be three, four, or more. This embodiment uses two units as an example for illustration.

[0052] In this embodiment, multiple propulsion units are rigidly connected to the same bracket to form a whole. By controlling the speed difference between each propeller unit, a steering torque around the steering axis is directly generated, driving the vertical steering axis to deflect as a whole, thereby achieving vector adjustment of the thrust direction. This solution does not require any independent steering mechanisms such as rudder surfaces, bevel gears, worm gears, or hydraulic motors. The propulsion and steering functions are entirely completed by the differential drive of the propeller units themselves. An angle sensor set on the vertical steering axis provides real-time feedback on the current thrust direction. The controller adjusts the speed ratio of each propeller unit according to the deviation between the target direction and the current direction, enabling differential adjustment. The steering vector thruster can quickly and accurately deflect to the target angle under the action of differential torque, forming a closed-loop vector control of differential drive and torque balance. Compared with the traditional propeller and rudder solution, the present invention does not rely on the sailing speed to generate rudder effect, and can still flexibly turn at low speed or in hovering state. Compared with the azimuth thruster solution, the present invention abandons the complex bevel gear or worm gear transmission mechanism. The steering drive is directly realized by the thrust difference of the thruster unit. The structure is simpler, the response is faster, the reliability is higher, and the energy loss is lower. It can be applied to surface ships, underwater vehicles, unmanned surface vessels, and other navigation devices that require vector propulsion.

[0053] Example 2

[0054] like Figure 3 , Figure 4 As shown, this embodiment provides a differential steering vector thruster, including: a thruster unit 1, an I-shaped lateral steering shaft 6, a vertical steering shaft, a first bearing 31, a second bearing 32, a third bearing 33, and a shaft elastic retaining ring 4;

[0055] This embodiment takes four propeller units as an example. The vertical steering shaft is preferably a T-shaped vertical steering shaft 2. The four propeller units 1 are symmetrically fixed to the four ends of the I-shaped transverse steering shaft 6 to form an integrated rigid structure. The I-shaped transverse steering shaft 6 has a horizontal transverse shaft. The T-shaped vertical steering shaft is formed by the intersection of a transverse shaft segment and a longitudinal shaft segment. The transverse shaft segment is provided with a horizontal shaft hole. The horizontal transverse shaft of the I-shaped transverse steering shaft 6 passes through the horizontal shaft hole and is rotatably connected to the T-shaped vertical steering shaft 2 through the third bearing 33, so that the I-shaped transverse steering shaft 6 can rotate freely around the transverse shaft segment axis (i.e., the transverse axis). The upper end of the T-shaped vertical steering shaft 2 is connected to the main body of the navigation device through the first bearing 31 and the second bearing 32, so that the T-shaped vertical steering shaft 2 can rotate freely around its longitudinal shaft segment axis (i.e., the longitudinal axis). The shaft elastic retaining ring 4 is installed on the upper part of the longitudinal shaft segment of the T-shaped vertical steering shaft 2 to restrict its axial movement freedom.

[0056] In this embodiment, the thruster unit 1 is a shaftless rim thruster. Angle sensors are provided on both the I-shaped transverse steering shaft 6 and the T-shaped vertical steering shaft 2, which are used to detect the current thrust direction angle around the transverse shaft segment and the current thrust direction angle around the longitudinal shaft segment in real time, respectively.

[0057] When the thrust direction needs to be changed, the controller acquires the current thrust direction angle detected by the angle sensor in real time, and automatically and dynamically adjusts the rotational speed ratio of each thruster unit according to the deviation between the required thrust direction angle and the current thrust direction angle. This generates rotational torque in the longitudinal and lateral axis segments around the T-shaped vertical steering axis, causing the thruster unit to deflect. During the deflection process, the controller dynamically adjusts the rotational speed ratio of each thruster unit based on the real-time feedback from the angle sensor, using a closed-loop control method to gradually approach and ultimately stabilize the thrust direction angle precisely at the required thrust direction angle. When the thrust direction angle stabilizes at the required angle, the controller adjusts the rotational speed of each thruster unit so that the resultant torque in the longitudinal and lateral axis segments around the vertical steering axis is zero, stopping the deflection of the thruster unit and thus locking the thrust direction at the target angle.

[0058] If it is necessary to change the thrust direction angle of the longitudinal segment of the T-shaped vertical steering shaft, a speed difference is generated on both sides of the transverse segment of the vertical steering shaft, forming a steering torque around the longitudinal segment, driving the T-shaped vertical steering shaft to deflect as a whole. If it is necessary to change the thrust direction angle around the transverse segment, a speed difference is generated on both sides of the I-shaped transverse steering shaft, forming a steering torque around the transverse segment, driving the I-shaped transverse steering shaft to deflect as a whole. When it is necessary to change the angle in both directions simultaneously, the two speed differences are applied simultaneously, driving the T-shaped vertical steering shaft and the I-shaped transverse steering shaft to deflect together. During the deflection process, the angle sensor provides real-time feedback on the current deflection angle of the two shafts, and the controller dynamically adjusts the speed ratio until the desired thrust direction angle is reached. After the target angle is reached, the controller immediately and precisely adjusts the speed of each thruster unit so that the resultant torque around the longitudinal and transverse segments is zero, at which point the thrust direction is stably maintained at the target angle.

[0059] When it is necessary to change the magnitude of the resultant thrust while keeping the current thrust direction unchanged, the controller synchronously increases or decreases the rotational speed of each thruster unit, and controls the rotational speed ratio in a closed loop based on the real-time feedback from the angle sensor to strictly control the thrust direction. This achieves precise stabilization of the thrust direction at the target angle while changing the thrust magnitude. In this embodiment, while synchronously increasing or decreasing the rotational speed of each thruster unit, the difference in their rotational speeds can be strictly controlled so that the torque around the longitudinal axis and the transverse axis is zero, the thrust direction does not change, and only the thrust magnitude is increased or decreased as needed.

[0060] This allows for independent control of the thrust direction and magnitude without the need for any separate servo motors or steering mechanisms.

[0061] The differential steering vector thruster of this embodiment can be applied to surface vessels, underwater vehicles, or other navigation devices that require vector propulsion. It should be noted that the number of thruster units in this embodiment is not limited to four; more may be used, and the layout can be adjusted accordingly. This embodiment uses four thrusters as an example for illustration.

[0062] Example 3

[0063] This embodiment provides a navigation device, which can adopt the differential steering vector thruster of the dual thruster unit of Embodiment 1, or the differential steering vector thruster of the four thruster unit of Embodiment 2. However, the present invention is not limited to these. The number of thruster units can be selected as two, three, four or more as needed.

[0064] like Figure 5 , Figure 6 As shown, the navigation device in this embodiment is described using four differential steering vector thrusters as an example. The four differential steering vector thrusters are symmetrically arranged around the main body 7 of the navigation device (e.g., in the front, rear, left, and right positions). Each differential steering vector thruster is described using the structure based on a four-thruster unit in Embodiment 2 as an example.

[0065] Each differential steering vector thruster can independently generate a thrust vector in any direction. By controlling the speed difference of its four thruster units, the thrust direction can be adjusted around the transverse and longitudinal axis segments respectively, so that the thrust plane is deflected to the required angle. This achieves independent control of the thrust magnitude and direction (including any azimuth angle in the horizontal plane and any pitch angle in the vertical plane). In other words, each differential steering vector thruster can generate thrust in any direction in three-dimensional space at its installation position.

[0066] By coordinating the thrust vectors of the four differential steering vector thrusters, the navigation device can achieve precise six-degree-of-freedom motion (puff, sway, heave, roll, pitch, and yaw), as detailed below:

[0067] Sway (forward / reverse): Each differential steering vector thruster deflects its thrust plane to the desired sway direction (along the longitudinal direction of the vehicle), so that the thrust generated by each thruster unit is combined into a resultant force along the longitudinal direction of the vehicle, driving the vehicle forward or backward.

[0068] Sway (leftward / rightward): Each differential steering vector thruster deflects its thrust plane to the desired sway direction (along the lateral direction of the vehicle), so that the thrust generated by each thruster unit is combined into a resultant force along the lateral direction of the vehicle, driving the vehicle to sway left or right.

[0069] Heave (ascent / descent): Each differential steering vector thruster deflects its thrust plane to the desired heave direction (along the vertical direction of the vehicle), so that the thrust generated by each thruster unit is combined into a resultant force along the vertical direction of the vehicle, driving the vehicle to ascend or descend.

[0070] Yaw (turn): The symmetrically arranged differential steering vector thrusters deflect their thrust planes to a preset direction, generating tangential thrusts in opposite directions on the left and right sides, forming a torque couple around the vertical axis of the aircraft, driving the aircraft to turn.

[0071] Roll (tilt about longitudinal axis): The symmetrically arranged differential steering vector thrusters deflect their thrust planes to a preset direction, so that the left and right sides generate vertical thrust components in opposite directions, forming a torque about the longitudinal axis of the aircraft, which drives the aircraft to roll.

[0072] Pitch (tilt about the lateral axis): The symmetrically arranged differential steering vector thrusters deflect their thrust planes to a preset direction, generating vertical thrust components in opposite directions on the front and rear sides, forming a torque about the lateral axis of the aircraft, which drives the aircraft to pitch.

[0073] Since each differential steering vector thruster has the capability to output thrust at any angle, when multiple thrusters work together, the controller can calculate the target thrust vector value of each thruster (including the required thrust direction angle and thrust magnitude) in real time according to the required six-degree-of-freedom motion command. Through the angle sensor and speed closed-loop adjustment inside each thruster, the controller can achieve rapid and accurate deflection of the thrust plane of each thruster and resultant force output. This solution does not require any control surfaces or external steering mechanisms, and can enable the navigation device to obtain excellent maneuverability and attitude control accuracy under low speed, hovering or complex flow field conditions.

[0074] This embodiment uses a circumferential arrangement of four differential steering vector thrusters as an example, but the invention is not limited to this. The number of thrusters can also be two, three or more, and the arrangement can be adjusted according to the shape and motion requirements of the aircraft (e.g., symmetrical arrangement or circular arrangement), as long as the thrust vectors of each thruster can synthesize the required six degrees of freedom control force. The main body of the navigation device can adopt a flat streamlined structure to reduce navigation resistance and improve stability.

[0075] The above embodiments are preferred embodiments of the present invention, but the embodiments of the present invention are not limited to the above embodiments. Any changes, modifications, substitutions, combinations, or simplifications made without departing from the spirit and principle of the present invention shall be considered equivalent substitutions and shall be included within the protection scope of the present invention.

Claims

1. A differential steering vector thruster, characterized in that, include: At least two propulsion units, a vertical steering shaft, and a controller; The vertical steering shaft is formed by the intersection of a transverse shaft segment and a longitudinal shaft segment. The two ends of the transverse shaft segment are respectively equipped with thruster units, and the free end of the longitudinal shaft segment is used to connect with the navigation device. The vertical steering shaft is equipped with an angle sensor to detect the current deflection angle of the vertical steering shaft in real time; The controller is connected to each thruster unit; When it is necessary to change the thrust direction, the controller obtains the current deflection angle through the angle sensor, calculates the deviation between the target deflection angle and the current deflection angle, adjusts the rotation speed of the thruster units at both ends of the transverse shaft section of the vertical steering shaft to create a speed difference between the two ends, generate a steering torque around the longitudinal shaft section of the vertical steering shaft, drive the vertical steering shaft together with the thruster units to deflect as a whole. When the current deflection angle is stable at the target deflection angle, the controller adjusts the rotation speed of the thruster units at both ends of the transverse shaft section to be equal, so that the steering torque around the longitudinal shaft section is reduced to zero, and the thrust direction is locked at the target angle. When it is necessary to change the magnitude of the resultant thrust while keeping the current thrust direction unchanged, the controller synchronously increases or decreases the rotational speed of the thruster units at both ends of the transverse shaft segment, and controls the speed difference of the thruster units at both ends of the transverse shaft segment based on the deflection angle feedback from the angle sensor in real time, thereby controlling the thrust direction and locking the thrust direction at the target angle during the process of changing the magnitude of the resultant thrust.

2. The differential steering vector thruster according to claim 1, characterized in that, include: The free end of the longitudinal section of the vertical steering shaft is provided with a first bearing and a second bearing, and the free end is connected to the navigation device through the first bearing and the second bearing.

3. The differential steering vector thruster according to claim 1, characterized in that, The free end of the longitudinal section of the vertical steering shaft is provided with an elastic retaining ring for limiting its axial movement degree of freedom.

4. The differential steering vector thruster according to claim 1, characterized in that, The propulsion unit is a shaftless rim propulsion unit.

5. The differential steering vector thruster according to claim 1, characterized in that, The vertical steering shaft is a T-shaped vertical steering shaft, which is formed by the intersection of a transverse shaft segment and a longitudinal shaft segment in a T-shape.

6. The differential steering vector thruster according to claim 1, characterized in that, It also includes an I-shaped transverse steering shaft, which passes through the transverse shaft section of the vertical steering shaft.

7. The differential steering vector thruster according to claim 6, characterized in that, The I-shaped transverse steering shaft is provided with a horizontal horizontal shaft, and the transverse shaft section of the vertical steering shaft is provided with a horizontal shaft hole. The horizontal horizontal shaft of the I-shaped transverse steering shaft passes through the horizontal shaft hole and is movably connected to the transverse shaft section of the vertical steering shaft through a bearing, so that the I-shaped transverse steering shaft rotates around the horizontal horizontal shaft.

8. The differential steering vector thruster according to claim 6, characterized in that, The I-shaped lateral steering shaft is equipped with an angle sensor to detect the current thrust direction angle around the lateral shaft segment in real time.

9. The differential steering vector thruster according to claim 8, characterized in that, Each end of the I-shaped lateral steering shaft is equipped with a thruster unit, and the controller is connected to the thruster unit at the end of the I-shaped lateral steering shaft. When it is necessary to change the thrust direction, the controller acquires the current thrust direction angle detected by the angle sensor. Based on the deviation between the required thrust direction angle and the current thrust direction angle, it dynamically adjusts the rotational speed ratio of each thruster unit to generate rotational torque in the longitudinal and lateral axis segments around the vertical steering axis, causing the thruster unit to deflect. During the deflection process, the controller adjusts the rotational speed ratio of each thruster unit according to the current deflection angle fed back by the angle sensor in real time. When the thrust direction angle stabilizes at the required thrust direction angle, the controller adjusts the rotational speed of each thruster unit to make the resultant torque in the longitudinal and lateral axis segments around the vertical steering axis zero, and the thruster unit stops deflecting, locking the thrust direction at the target angle. Specifically, if it is necessary to change the thrust direction angle of the longitudinal segment around the vertical steering axis, a speed difference is generated on both sides of the transverse segment of the vertical steering axis, forming a steering torque around the longitudinal segment, driving the entire vertical steering axis to deflect; if it is necessary to change the thrust direction angle around the transverse segment, a speed difference is generated on the upper and lower sides of the I-shaped transverse steering axis, forming a steering torque around the transverse segment, driving the entire I-shaped transverse steering axis to deflect; when it is necessary to change the angles in both directions simultaneously, the two sets of speed differences are applied simultaneously, driving the vertical steering axis and the I-shaped transverse steering axis to deflect in combination. When it is necessary to change the magnitude of the resultant thrust while keeping the current thrust direction unchanged, the controller synchronously increases or decreases the rotational speed of each thruster unit, and controls the rotational speed ratio of each unit in a closed loop based on the real-time feedback from the angle sensor, thereby controlling the thrust direction and locking the thrust direction at the target angle during the process of changing the thrust magnitude.

10. A navigation device, characterized in that, The device is equipped with a differential steering vector thruster as described in any one of claims 1-9; Each differential steering vector thruster is symmetrically arranged on the outside of the navigation device, and the controller is connected to each differential steering vector thruster; The controller calculates the target thrust vector value of each differential steering vector thruster according to the required six-degree-of-freedom motion command, including the required thrust direction angle and thrust magnitude, and controls each differential steering vector thruster to generate a thrust vector in a preset direction.

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